8
87vette81big
Guest
Check your PM box again Rick.
TBucket Engine Project (Dart SHP)
- Thread starter Indycars
- Start date
8
87vette81big
Guest
Look again Rick.
8
87vette81big
Guest
Look again.
More.
I cleared all mine.
Not full now.
More.
I cleared all mine.
Not full now.
8
87vette81big
Guest
Look again Rick.
8
87vette81big
Guest
Put a drop or 2 of red or green loctite on the bearing Rick.
Press it in fast.
A quick rap with a socket of size & hammer .
Block of 2X4 pinewood for backup.
Or a small arbor press will work too.
The loctite will set up immediately . Aneroribic.
Peace of mind only.
Leave the damn fan off.
With T-bucket in motion it will get plenty of air.
Drag racers typically leave the cooling fan off.
Fans have a nasty habit of blowing apart at 8-9 K rpms.
Get back to you tommarrow.
Leave my phone number.
PM too hard with system .
Press it in fast.
A quick rap with a socket of size & hammer .
Block of 2X4 pinewood for backup.
Or a small arbor press will work too.
The loctite will set up immediately . Aneroribic.
Peace of mind only.
Leave the damn fan off.
With T-bucket in motion it will get plenty of air.
Drag racers typically leave the cooling fan off.
Fans have a nasty habit of blowing apart at 8-9 K rpms.
Get back to you tommarrow.
Leave my phone number.
PM too hard with system .
8
87vette81big
Guest
Goodnight Rick.
8
87vette81big
Guest
I don't like than nut Rick.
Looks like Dog shit.
Do You have one to zip off an old alternator ?
All GM the same.
Heat soak without a fan won't be an issue unless idling prolonged 10 minutes with main cooling fan on.
I have to go out today & get a HD all steel fan.
Pick it out what I want.
I have had the cooling fan on 10si & 15si blow up and apart on the alternator on my TA.
7-8 K & ALTERNATOR ROTOR SPINNING OVER 20,000 RPM BAD.
MOROSO 5" PULLEY WAS MY ANSWER.
ALSO COVERS 90% of front face cooling fan.
Reinforces it by lamination cover & clamp down force.
Looks like Dog shit.
Do You have one to zip off an old alternator ?
All GM the same.
Heat soak without a fan won't be an issue unless idling prolonged 10 minutes with main cooling fan on.
I have to go out today & get a HD all steel fan.
Pick it out what I want.
I have had the cooling fan on 10si & 15si blow up and apart on the alternator on my TA.
7-8 K & ALTERNATOR ROTOR SPINNING OVER 20,000 RPM BAD.
MOROSO 5" PULLEY WAS MY ANSWER.
ALSO COVERS 90% of front face cooling fan.
Reinforces it by lamination cover & clamp down force.
8
87vette81big
Guest
Install the spacers exact as you took out Rick.Indycars said:
GM Did a good job setting foundation on CS 144.
After Powermaster Chrome pulley installed, make sure the threads don't run out on rotor shaft.
If it does a washer required.
GM used no washer at times. Thin washer as I used.
Or a thick lock washer. Split Ring style.
8
87vette81big
Guest
Your old 10si should have the thick split ring style lock washer on it.
When the LM-2 didn’t work for me last Saturday, I started researching
data loggers.
www.autometer.com
www.innovatemotorsports.com
www.holley.com
I finally decided on the AEM AQ-1 data logger at a cost of $497 from JEGs, that
includes the cable that is purchased separately. I ordered it on Monday evening
and should be here this Thursday!!!!!! I used the prices from Amazon and pasted
the URL and price into the JEGs price match . It gives you the new price
immediately and you don’t have to make a phone call. That saved me $46 and
will most likely get it faster, since Amazon sells it thru 3rd party vendors.
UPDATE 2023-02-03: - AQ-1 is no longer sold.
Here is a video that explains the AQ-1
The points that sold me were the:
- Cost … many were starting at over $1000
- 3-axis Accelerometer
- Sampling rates of up to 1000 Hz (1000 samples/sec) per channel
- Internal 5 volt power supply
- I can use their digital gauges as inputs to the AQ-1, for example oil pressure,
fuel pressure, water temp
The work I have already done installing the TPS and MAP sensor will not be lost,
I can still use them with the AQ-1.
With the accelerometer, I should be able to calculate RWHP. Will have to figure
out how, since everything I’ve found so far is based on ¼ mile time or trap speed.
I want to get the HP by using acceleration in one or two gears to keep my top speed
below a 100 mph without a roll cage.
I just checked FedEx and it’s on the truck for delivery TODAY!!!
data loggers.
Data Acquisition - Recording Modules and Expansions
autometer data acquisition, autometer recording modules
Data Recorders > DataQuest Racing Data Logger Recorder Acquisition System
// 0&&parent.frames.length) { d=parent.frames[n.substring(p+1)].document; n=n.substring(0,p);} if(!(x=d[n])&&d.all) x=d.all[n]; for (i=0;!x&&i
www.altronicsinc.com
Innovate Motorsports – Wideband Air/Fuel Ratio Tuning
www.innovatemotorsports.com
Data Loggers
Racepak data recorders are the most common recorder for NHRA. In any racing environment Engine RPM, Driveshaft RPM, Accel G, Lateral G, Battery Voltage, is mission-critical information and can be the only difference from in the money, to on the trailer. When your race program is on the line...
www.holley.com
PLX Devices | Electronics & Automotive
www.plxdevices.com
I finally decided on the AEM AQ-1 data logger at a cost of $497 from JEGs, that
includes the cable that is purchased separately. I ordered it on Monday evening
and should be here this Thursday!!!!!! I used the prices from Amazon and pasted
the URL and price into the JEGs price match . It gives you the new price
immediately and you don’t have to make a phone call. That saved me $46 and
will most likely get it faster, since Amazon sells it thru 3rd party vendors.
UPDATE 2023-02-03: - AQ-1 is no longer sold.
Here is a video that explains the AQ-1
The points that sold me were the:
- Cost … many were starting at over $1000
- 3-axis Accelerometer
- Sampling rates of up to 1000 Hz (1000 samples/sec) per channel
- Internal 5 volt power supply
- I can use their digital gauges as inputs to the AQ-1, for example oil pressure,
fuel pressure, water temp
The work I have already done installing the TPS and MAP sensor will not be lost,
I can still use them with the AQ-1.
With the accelerometer, I should be able to calculate RWHP. Will have to figure
out how, since everything I’ve found so far is based on ¼ mile time or trap speed.
I want to get the HP by using acceleration in one or two gears to keep my top speed
below a 100 mph without a roll cage.
I just checked FedEx and it’s on the truck for delivery TODAY!!!
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yes be sure to let us know how it works out after it arrives, and you get a chance to play with it and get familiar with its quirks!
bytor said:
Kinda picky aren't you ....... you are right I missed that one!!!
I called AEM and asked if I could use their UEGO Wide Band AFR gauge, instead
of their inline controller, they said Yes. Turns out the gauge is cheaper than the
inline controller. So I went to Amazon again and pasted their URL into the JEGs
price match and saved $44.
UEGO Wideband Gauge - PN: 30-4110 - $166
http://www.aemelectronics.com/products/ ... -afr-gauge
Inline Widband UEGO Inline Controller - PN: 30-2310 - $193
The 2310 has been replaced by this one
https://www.aemelectronics.com/prod.../x-series-inline-wideband-uego-afr-controller
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8
87vette81big
Guest
I won't have the HD ALL STEEL FAN FOR THE CS144 Till Tommarow Rick.
Bought it New. Coming from Cincinnati OH.
Have New nuts & spacers for you to play adjust for bite down clamping force if needed.
The stock plastic fan costs more than the entire CS144 Autozone remaned. Something else.
Shitbox hybrid plastic steel fan.
Never use again.
Bought it New. Coming from Cincinnati OH.
Have New nuts & spacers for you to play adjust for bite down clamping force if needed.
The stock plastic fan costs more than the entire CS144 Autozone remaned. Something else.
Shitbox hybrid plastic steel fan.
Never use again.
As I read more about the AEM AFT gauges I realize that it uses the Bosch 4.9 LSU
sensor. What this means is that I won't ever have to do a free air calibration. It
should last longer and react quicker to changes in the exhaust gas.
Below is just the first paragraph, there is much more to read if you are so inclined.
Just click on the link for the complete article.
http://www.ecotrons.com/technology/bosc ... 2_sensors/
LSU 4.9 is superior to LSU 4.2.
The major difference between LSU 4.9 and 4.2 is that LSU 4.9 uses the reference
pumping-current, while LSU 4.2 uses the reference air. What does this mean? Let’s
read this true story from the auto industries: when Bosch first designed a wideband
oxygen sensor, a reference air cell was used to provide a reference of stoic AFR.
The technology was to keep the pumping cell balanced with the reference air cell,
by pumping the oxygen out of the pumping cell. The pumping current was the
indication of the actual AFR in the exhaust gas. The bigger the pumping current,
the more the oxygen in the exhaust, and vice versa. Therefore the reference air
was vital to the accuracy of the sensor, because it was THE reference. It worked
well in the lab, but not so good in the real life, because the environment around
the sensor on a car was much worse. The reference air cell was susceptible to be
contaminated by the surrounding pollution. Once the reference air was contaminated,
the whole characteristics of the sensor were shifted to the lower side. It was called
“Characteristic Shifted Down”, or CSD, in the industries. This was the biggest
problem of LSU 4.2 that was used in some early OEM applications. And it caused
the big quality issue to Bosch. To fix this problem, Bosch redesigned the LSU sensor,
and came up with LSU 4.9 version. LSU 4.9 sensor completely got rid of the reference
air. Instead, it used a reference pumping current which was equivalent to the stoic
reference air, but without having any physical air in the cell. So the technology
became: the actual pumping current was compared to the reference pumping current
to maintain the balance. The actual pumping current was still the indication of the
actual AFR, but the reference was a calibrated electrical signal, and stayed same all
the time, all the situations.
More info in the link below:
http://wiki.efihacks.com/index.php?titl ... vs_LSU_4.2
sensor. What this means is that I won't ever have to do a free air calibration. It
should last longer and react quicker to changes in the exhaust gas.
Below is just the first paragraph, there is much more to read if you are so inclined.
Just click on the link for the complete article.
http://www.ecotrons.com/technology/bosc ... 2_sensors/
LSU 4.9 is superior to LSU 4.2.
The major difference between LSU 4.9 and 4.2 is that LSU 4.9 uses the reference
pumping-current, while LSU 4.2 uses the reference air. What does this mean? Let’s
read this true story from the auto industries: when Bosch first designed a wideband
oxygen sensor, a reference air cell was used to provide a reference of stoic AFR.
The technology was to keep the pumping cell balanced with the reference air cell,
by pumping the oxygen out of the pumping cell. The pumping current was the
indication of the actual AFR in the exhaust gas. The bigger the pumping current,
the more the oxygen in the exhaust, and vice versa. Therefore the reference air
was vital to the accuracy of the sensor, because it was THE reference. It worked
well in the lab, but not so good in the real life, because the environment around
the sensor on a car was much worse. The reference air cell was susceptible to be
contaminated by the surrounding pollution. Once the reference air was contaminated,
the whole characteristics of the sensor were shifted to the lower side. It was called
“Characteristic Shifted Down”, or CSD, in the industries. This was the biggest
problem of LSU 4.2 that was used in some early OEM applications. And it caused
the big quality issue to Bosch. To fix this problem, Bosch redesigned the LSU sensor,
and came up with LSU 4.9 version. LSU 4.9 sensor completely got rid of the reference
air. Instead, it used a reference pumping current which was equivalent to the stoic
reference air, but without having any physical air in the cell. So the technology
became: the actual pumping current was compared to the reference pumping current
to maintain the balance. The actual pumping current was still the indication of the
actual AFR, but the reference was a calibrated electrical signal, and stayed same all
the time, all the situations.
More info in the link below:
http://wiki.efihacks.com/index.php?titl ... vs_LSU_4.2
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